Engine head



May 1l 1926.

` o. E. BARTHEL ENGINE HEAD ruled Dec. so, 1922 2 Sheets-Sheet'l Guam? May 11,1926.

O. E. BARTHEL ENGINE HEAD dummy Patented May 11, 1926,

UNITE OLIVER E. BARTHEL, OIE' DETROIT, MICHIGAN.

ENGINE HEAD.

Application filed December 30, 1922. Serial No. 610,038.

This invention relates to an engine head of that class mounted on the cylinders of an internal combustion engine and adapted to admit explosive mixtures to the engine cylinders, permit of burned gases exhausting therefrom, prepare the explosive mixtures for better combustion or more perfect detonation Within the cylinders or combustion chambers thereof, and control the temperaturel of fuel prior to being vaporized or after being vaporized and prior to being admitted to the engine cylinders.

' I am aware that explosive gases ormiX- tures have been heat-ed prior to being admitted to engine cylinders or combustion chambers thereof, such heating in some instances being accomplished by locating a fuel chamber or gallery on top of thekengine cylinders so that Walls Iof the chamber or gallery may be heated by conduction.

Figuratively speaking, unvaporized fuel in such a chamber or gallery is cooked or fried by being deposited on a heated Wall of the chamber or gallery or conduct-ed to hot places in such chamber orA gallery. I have found that in many instances the heat is too great With a resultant loss in volumetric eiiiciency and loss of--poyven Therefore I have devised and put into practice means for regulating th-e temperature of the fuel chamber or gallery, said means being built into the engine head so that there is a unitary structure that may be mounted on a cylinder block similar to an ordinary cylinder head.

In addition to the temperature controlling means of the fuel chamber or gallery, I have eliminated the usual side intake manifold With a carbureter below the plane of a cylinder head, and built one or more carbureters in the fuel chamber or gallery. Distinct advantages are gained by a carbureter-inthe-head engine. First, elimination of the side manifold and a lovv level carbureter necessitating a lift of fuel; second, the juxtaposition of the carbureter and cylinder head insures preheating of the fuel to be vaporized; third, accessibility to the carbureter for regulating the entraining of fuel and gases; fourth, a more direct communication between the source of fuel and the engine cylinders or combustion chambers thereof, and fifth, increasing the horsepower of of my invention may be embodiedy in -a chamber or gallery adapted t-o be mounted on an ordinary engine head. In either instance there is an air gallery, chamber or space serving as a variable insulator between the engine 4and the fuel chamber or gallery. The air chamber or gallery is adapted to have a draft induced therein, from either end of the air chamber or gallery by vany suitable means, and b y varying the amount of air permitted to pass throughthe air chamber or gallery the temperature of inflovving gas may be easily controlled. In a like manner the cooking of fuel or its preheating may be controlled.

The construction by which I attain the above and other results will be hereinafter specifically described and then claimed and reference will now be had to the drawings, wherein- Figure 1 is a plan of the engine head, partly broken away and partly in horizontal section;

Fig. 2 is a side elevation of the same;

Fig. 3 is a plan of an engine head provided `With more than one carbureter;

Fig. 4 is a cross sectional view of the engine head taken through one of the car-` bureters;

Fig. 5 is a longitudinal sectional vieW of a portion of the head taken on the line V-V of 4, and y Fig. G is a diagrammatic vieW illustrating an adapt-ation `of my invention to an ordinary cylinder head.

rlhe engine or cylinder head comprises a bottom Wall 1 adapted to be mounted on the cylinders -2 of an internal combustion engine, and said bottomv walllias combustion or compression chambers e 3 corresponding in number to the cylinders of the engine. About the chambers 3 are heat disseminating ribs or fins 4L and apertured bosses 5 to facilitate securing the head to the engine.

The top of each combustion or compression chamber 3 is formed with valve seats 6 at the inner ends of exhaust passages 7 and intake passages 8 and these passages assist in supporting an inclined bottom wall 9 cooperatinglwithi side Walls 1`0 andfzl'l and end Walls "12 in forming a r-fuel chamber 13 throughout the length and Width of the-engine head.

Suitably mounted on the walls 10, 11 and 12, is a cover 14 for the fuel chamber vand this fuel chamber or gallery communicates with the intake passages'S, asbests'hown in Figs. 1 and 4. n

'Suitably mounted Yon lthe Vsides f of' the head are side plates 15 y,and :16,theformerhaving openings Corresponding in `number to the 4.exhaust passages '7 of the head. The Vside plates i15 and 16 lcooperatew'ith .the bottom 'wall l1 andthe :inclined Wall9 in formingan -airchamberY or gallery lth'roughout the length yand width of saidhead, said air chamber or gallery `being'interposedfbetween 'the engine and the-fuelgallery' 113 in order that-it maybelused to regulate the temperatu-re within the fuel lgallery by *the circulation offairthroughthe air gallery. Fo'r'this Apurposeone o'fithe end walls f12'of the yhead v'maybe formed with a 4"flared-'or funnel rentrance l18 adapted -to receive air, 'either drawniin'toxthe a'ir galleryor forced "therein7 fand in order that -tfhe-,circulation 'vor passage 'of air ithrough fthe gallery 'may-be controlled Vto regulate'the'heating-or vaporizing 4offfuel in the 'fuel gallery i113, the l'opposite end of the air I'gallery-:has `a conventional form Iof damper or throttle' 19 Ithat may ibe manually or automatically adjusted. Foriinstancefthe throttle imay Ilbe Kactuated through 'the medium o'f -a thermostatic device located 5in the fuel chamber or at a place Where heated "fue'l or 7a'ir vmay regulate fthe 'passage of air through 1the air gallery or Ithe operation -of a fan or other device employed to induce Aa draft 1in the lair fgafllery.

'Sinceitheiinclined wall C9 is integral "or in proximityto 'the lcombustion Ior compression chambers 3, lit i-s lobvious that ltliis Iinclined wall will be heated Fby'conductionand inorder to prevent excessive heating` the-airgallery -has @been linterposed Aand permits -of the intake vvand Aexhaust passages '-7 and 8 'being cooled and the temperature within the Ifuel gallery regulated iin accordance with the fuel o be heated `or Avaporiz'ed within the A'ga'lery. v

lihereover 14C-is formed `with guides 2() vertically alining with :guides i211 of A*the inclined bottom WalliQan-dtherguidesQU and 21 may be provided 'with bushings 22 for ithe rods 'oristems123of intake land-exhaust valve 24, These xv'ailves `are of a conventional i'form opening liuto the combustion Y or 'compression chambers 3 rof'ftih'e "head and are iinere'ly illustrati-ve of Avalvular means that may be employed iforlcontrollingthe suppl-y -of an explosive .mixture to the fcham'bers -3 and t-he pressedportion 25 and the cover 141. is interruptedbyaraisedgportion 26 which cooperates with the depressed portion 25 in forming -a substantially cylindrical carbureter chamber 27 disposed transversely of the fuel gallery and 'laterally communicating therewith, as best shown in F 1g. 5, said carbureter chamber having an inner 'conical end vand an outer Vopen end '.28 yextending through vthe side plate 16. In'the'open end;28 ofthe carbureterchamber is mounted `the head 29 of a cylindrical carbureter casing 3VO provided with an axial'tube 31 adording an air passage 32'into theconical inner endofthe carbureter chamber. Theinner end of thetube Slis flared and integral with 'the carbureter casingfBO, thusproviding a cylindricalchamber 33 about the tube lwith' the lower half of the chamber serving as =a fuelbasin vor auxiliary reservoir. The outer end of 4'the tube B1 is alsotiared, as at`34y`to permit of airbe'ingfrea'dilydrawn'into the air passage 32 and'contiguous to the outeropen end yof said tube isla conventional form Iof throttle 35 for f controlling the volume of 'air drawn nto'the carbureter.

rllhellower walls'of the carburetercasing 30 and the-tube 31 support a -ported nozzle or fuel I'supply `member "'36 W'liich 'has its lower Aend ported, `Vas 'at '87 `to communicate with the basinorbottom-of'the chamber 83 to receive liquid fuel therefrom, and said nozzle has a `vertical xport 38 in which liquid ffu'el Arises to the 1level of liquid fuel within the lower pai-t of 'the lcasing 30. frOn `the upper "end l'of fthe lnozzle or 'fuel supplyiniember is a portedlateral extension A39 axially 'of the passage 32 .and-extending into a LVenturi Imember-'40 in the inner Iend-'of l'the'passage 532,-'sa'id Venturi member xforming `a restricted passage about the orifice of the extension 39-so that airfdrawn into lthe passa'ge3'2, through the Venturi member vv40, produces a ireduction fof atmospheric pressurednftheportedfeit'ensi'on 39 and withdraws liquid 'fuel 'from the nozz'le yor ifuelsupply member.

The head 29=of 'the-'carbureter casing 3f) has a side extension @il that lmay support a float fchan'iber or reservoir 42 containing liquidfuel, a-s'lrerosene orfgasdline,-said float chamber .ha-ving its bottom on ralevel lwith or slightly above fthe bottom 'of the Ichamber 33 `so that kerosene lor y"gasoline 'may "iiow from 4the iioatchamber 42'throughan opening or .passage 213 of vthe 'head 29 vinto Ithe lower part off the chamber ylitli va conventional formof float controlled valve associated Ywith the float chamber va level of fuel may fbeunaintainedin the oatchamber corresponding to the height of the port 38 in the nozzle 36, thus providing a constant supply of fuel in the nozzle open to the fuel gallery. Since the walls of the fuel gallery are subjected to heat, by conduction, it is obvious that the wallsfof the carbureter casing SO will also be heated, if not by conduction by 'adiation of heat from the engine, and consequently the semi-cylindrical body of kerosene or gasoline in the chamber 33 will be heated and placed in better condition for atomization and eventually for combustion purposes. Should the fuel not be fully atoinized when leaving the inner end of the air tube 3l the walls of the fuel gallery will collect any solid fuel, which will be vaporized or drain on to the inclined wall 9. If not immediately vaporized or cooked by this heated wall the solid fuel will drain to the lower edge of the inclined wall. and be eventually vaporized when the temperature within the air gallery is raised by rctarding the flow or air therethrough.

From the foregoing it will be noted that a perfectly dry gas may be obtained and uniform combustion maintained throughout the entire speed range of the engine, and since raw kerosene or fuel cannot enter the cylinders of the engine there cannot be any seepage into the crank case of the engine and dilution of lubricating oils therein.

Instead of providing a special cylinder head as just described I may obtain almost as fine results by mounting a fuel gallery 44 on top of an ordinary engine cylinder head 45, as shown in Fig. 6, with an air space or gallery 46 between the top of the cylinder head and the bottom of the fuel gallery. If the fuel gallery 44 is not provided with a set-in carbureter, vaporized fuel may be supplied to the gallery at a side or end intake 'connection 47, and the vaporized fuel, after being heated in the gallery, conducted to the head 45 by a manifold 48. It is obvious that the air gallery 46 may be inclosed and throttled so that the degree of insulation between the head 45 and the gallery 44 may be varied to regulate the temperature within the gallery.

Instead of a single carbureter or tube, as shown in Fig. 3, I may equip a multicylinder internal combustion engine with a plurality of carbureters built. into the heads of the engine cylinders, and While I have herein shown and described a convenient form of carbureter, Idesire to be understood that the carbureter construction is susceptible to such changes as may be necessary for different fuels, climatic conditions, and cylinder heads of various designs. The same holds true for the fuel and air galleries, therefore my invention. as a whole, is susceptible to such variations as fall within the scope of the appended claims.

What I claim is LThe combination of a cylinder head having intake and exhaust passages, a substantially horizontal air gallery above said head and about the passages of said head, a fuel gallery abovesaid air gallery communieating with the intake passages of said head, and means controlling the passage of air through the air gallery.

2. The combination of a cylinder head having intake and exhaust passages, a substantially horizontal air gallery above said cylinder head and about the passages of said head, and a fuel gallery above said air gallery communicating with the intake passages of said head, said fuel gallery having an inclined bottom wall subjected to heat from the bottom of said cylinder head.

3. The combination of an engine cylinder, a head for the engine cylinder, said head having a. fuel chamber with 'an inclined bottom wall adapted to be heated from the engine cylinder, and a fuel carburetor set in the fuel chamber of said head and interrupting the inclined wall of the fuel chamber and adapted to supply fuel to the chamber.

4. The combination of an engine cylinder, a head for the engine cylinder, said head having a fuel chamber adapted to be heated from said engine cylinder, said head cooperating with said fuel chamber in forming an air passage therebetween with means for regulating the passage of air in the air passage and the heating of-the fuel chamber from the engine cylinder.

5. The combination of'a multi-cylinder engine, a: head for said engine having a fuel gallery in the top thereof and an air gallery interposed between said fuel gallery and the bottom of said head, means associated with the air gallery of said head for controlling the passage of air through the air gallery, and means associated with the fuel gallery of said head and on a level therewith for supplying fuel to the fuel gallery of the engine head.

6. The combination called for in claim 5, wherein the last mentioned means includes a carbureter having the greater part thereof Within the engine head.

7. The comhinationcalled for in claim 5, wherein the air gallery and fuel gallery of said head are the full Width and length of said head.

8. A carbureter-in-the-head engine including a fuel gallery heated from the engine and an air gallery between the engine and fuel gallery controlling the temperature in the fuel gallery, and a carbureter having portions thereof in the fuel and air galleries.

9. An engine head including a fuel gallery heated from the engine, and an air gallery between the engine and fuel gallery controlling the temperature in the fuel gallery, said galleries being .substantially flat and confined Withinfthevertiozilsideand-end planes of the enginehead.

l0. An internal `combustion engine having cylinders with a gallery over said oylinclers adapted to supply explosive mixturesto 'the engine cylinders, `an air tube extending into the gallery and adapted to supply lair to said gallery, a fuel nozzle opening into said Vair tube and adapted to have fuel `Yremoved therefrom by air drawn through said air tube into the gallery ofthe engine, and a casing Surrounding Seid air tubeancl Containing fuel for saiclnozzle.

ll. A multi-cylinder engine 4fhead, coinprising superposed air and fuel vglleries, with the bottoni Wall of the ueljgallery forming the'top Well of the air gallery, a Casing interrupting seid galleries,'un Vair intake tube axially osaifl casing comn1u`ni- 20 eating with the vfuel gallery-and 'cooperating wthlsaidl easinglin 'forming a fu'l chamber, -a-ncl a lfuel nozzle in K4said vair intake tube communicating with 'the fuel 'chamber in Said casing.

12. Aneng'ine head 'es called for inelaim 11,'ancl -a throttle end Venturi member in said air intake tube.

13. An engine head as oalleclfor infelaim 11,'ancl afloat Chamber supported yfronithe outer Vend fof 'said easing.

14. 'An engine head as called for in claim 11, vand cylinder intake and exhaustpassages inthe air gallery adapted to be cooled by a'dra-ft of air'in said air gallery.

15. An engine head as ozilled `for in olini '11, and a throttle et one end of the air gallery regulating the flow of'air in -said air gallery.

Intestiinony whereof f1 affix mysignnture.

OLIVER E. BART-HEL 

